Integral coupler centering device

ABSTRACT

A method and apparatus is disclosed for centering a railway car coupler bar. The apparatus includes a coupler carrier operable for supporting a coupler bar with right and left hand centering arms pivotally connected to the carrier. Means are connected between the centering arms to bias the arms together and an interfering member is disposed between the free ends of the arms to interfere with free pivotal movement of the arms coinciding with swinging movement of the couplar bar. The method includes the steps of biasing the right and left hand centering arms together, interposing an arcuate member between the distal ends of the arms and upon swinging movement of the couplar bar blocking movement of one of the arms while carrying the other arm along with the couplar bar and thereby tensioning an elastomeric biasing member to restore the couplar bar to a nominal position generally aligned with the central longitudinal axis of the railway car.

nited States Patent [191 Dial et al.

[ Mar. 18, 1975 1 INTEGRAL COUPLER CENTERING DEVICE [75] Inventors:Darrell D. Dial, Fort Worth; Robert J. von Bose, Arlington, both of Tex.

[73] Assignee: Halliburton Company, Duncan,

Okla.

[22] Filed: Mar. 22, 1974 [21] Appl. No.: 453,926

Primary Examiner-M. Henson Wood, Jr.

Assistant E.\'am1'nerGene A. Church Attorney, Agent, or Firm-Burns,Doane, Swecker &

Mathis 1 2 [57] ABSTRACT A method and apparatus is disclosed forcentering a railway car coupler bar. The apparatus includes a couplercarrier operable for supporting a coupler bar with right and left handcentering arms pivotally connected to the carrier. Means are connectedbetween the centering arms to bias the arms together and an interferingmember is disposed between the free ends of the arms to interfere withfree pivotal movement of the arms coinciding with swinging movement ofthe couplar bar. The method includes the steps of biasing the right andleft hand centering arms together, interposing an arcuate member betweenthe distal ends of the arms and upon swinging movement of the couplarbar blocking movement of one of the arms while carrying the other armalong with the couplar bar and thereby tensioning an elastomeric biasingmember to restore the couplar bar to a nominal position generallyaligned with the central longitudinal axis of the railway car.

18 Claims, 11 Drawing Figures INTEGRAL COUPLER CENTERING DEVICEBACKGROUND AND BRIEF SUMMARY OF THE INVENTION The present inventionrelates to an apparatus for centering a coupler bar with respect to thelongitudinal center line of a railway car. More particularly, theinvention relates to a low profile centering device which islongitudinally fixed relative to the coupler bar and which can bereleased for manual displacement of the coupler bar.

Since emerging in the last half of the nineteenth century as anefficient mode of transportation, railroads have been employed to conveya major portion of goods involved in national and internationalcommerce. This may be due in large part to the fact that railroadtransportation provides an ideal mode of transporting goods overland forlong distances. Large quantitles of goods including materials far tooheavy for transportation by truck can be carried and dispersed through avast national network of railroads by the simple expedient of uncouplingand switching to different trains cars carrying particular cargos.

In order to facilitate the dispersion of individual carloads of goodsthrough the railroad network most distribution centers have quite largefreight yards where railway cars can be loaded, unloaded, coupled, andswitched. Indeed, with the large and increasing volume of cars passingthrough many freight yards, these installations have become highlymechanized. Freight yards covering the equivalent of many city blockscan be electronically controlled by computer from a single centrallocation. The size ofthese yards and the volume of traffic simplypreclude direct human supervision which in any case may be quitedifficult, considerably more costly, and often reliable. The identity ofeach car, its contents, origin, and destination can be introduced into acomputer and the output used to control switching in the yard andmovement of the car so that it arrives quickly at its intendeddestination.

Increased mechanization has greatly enhanced the operating efficiency ofmany freight yards. However, at the same time new problems havedeveloped and certain old problems have been exacerbated. If theoperation of a freight yard is to be automated it is quite importantfrom the standpoint of both efficiency and safety that the coupling ofcars be effected with a minimum of direct on-site human supervision. Inorder to automate the coupling operation it is necessary that the type,size, orientation, and position of couplers and associated couplershanks be standardized. The size and type of coupler employed on mostrailway cars has already been standardized and emphasis presently isfocused on insuring that the coupler and associated coupler shank aremaintained in a vertically and horizontally centered posture when a caris uncoupled.

There are several important reasons for requiring couplers and couplershanks to assume a centered posture when the coupler is uncoupled. Thenormal mode of coupling two cars together employs a switching engine tomove one of the cars toward the other until the the open couplerscontact and close. Once the couplers are in contact and closed, theasociated pneumatic cables are connected and the coupling operation iscomplete. If the couplers do not assume a vertically centered posturethen the couplers of the two cars will not meet and the cars cannot becoupled. Thus, a number of different devices have been developed toinsure that the coupler bars are properly positioned vertically.

If the coupler bars arenot horizontally centered relative to thelongitudinal center line of the cars, than a yard man must move betweenthe ends of the cars and properly orient the couplers by hand. This isclearly a highly dangerous procedure particularly if movement of theswitching engine and one of the cars is controlled from some distanceaway. If, however, coupler misalignment is not noticed, the switchingengine may jam the cars together and the ladding, couplers, and/or carstructure may be badly damaged.

The considerations presented in the preceding have combined to presentan urgent need for a suitable device which can insure that a coupler barwill be horizontally centered when uncoupled. To satisfactorily dealwith the problems suggested, a centering device must meet a number ofrather rigorous standards. For instance, in light of the high cost oflabor and the work rules found in the railroad industry, a centeringdevice should be designed for infrequent maintenance. Couplingmechanisms are subject to highly cyclical loads and thus, any centeringdevice must be capable of re sisting fracture or other failure due tofatigue. F urthermore, to keep replacement costs within reasonablelimits, the device should have a substantial useful service.Additionally, since other elements of the coupling apparatus are alsoquite costly and involve a considerable amount of labor if repairs areneeded, the centering device should not function in a way which wouldintroduce abnormal wear patterns in the coupler, coupler pin, or otherassociated hardware.

In most cases, the coupler bar is cushioned by means of a draft gear andthus reciprocates relative to the sill structure of the railway car.Therefore in order to minimize wear and avoid the possibility of severedamage due to sudden movement of the coupler shank, the centering deviceshould be fixed relative to the coupler shank. In light of the fact thatthe coupler bar often reciprocates relative to the structural members ofthe railcar, the centering device should operate in a manner such thatno undue forces are transmitted into the car structure. In this way thepossibility of failure of the structure of the car due to fatigue can beminimized. The coupler bar and associated hardware such as the draft keyor coupler pin may need to be replaced from time to time. If improperlypositioned, a centering device can hamper repair of these elements.Therefore care must be exercised in positioning the centering devicerelative to other fixtures of the coupler bar assembly.

Safety of workmen and the general public is a major consideration. Ayard man, for instance, may be nearby while the centering device is inoperation and can be seriously injured if a high powered spring or othersuch arrangement should fail and project fragments of the device throughor out of a housing. Similarly, if a centering device should interferewith movement of the couplers while the cars are in motion, a traincould be derailed or another similar accident could occur thusendangering the lives and property of the general public.

In operation, a centering device should be versatile and trouble free.In this regard, it may be necessary from time to time to couple carslocated on a curved length of track. Under such circumstances, the factthat the coupler bars are centered relative to the Iongitudinalcenterlines of the cars prevents the couplers from meeting properly andthe cars cannot be coupled. It is necessary therefore for the centeringdevice to be releasable so that the coupler bar can be shifted manuallyto one side if necessary. Not only should the centering device bereleasable, but it should remain released during the shifting process.Once, however, the centering device is released and the coupler alignedand coupled, the centering device must return to an operative centeringcondition. To minimize the need for supervision and to limit possibledanger to workmen, the return to an operative centering condition shouldbe automatic.

Centering devices of various types have been employed in attempts tomeet the requirements suggested in the preceding. For various reasonsthe centering devices have not been entirely successful and havepresented a number of problems. For instance, while many centeringdevices of the prior art are fixed relative to the coupler and aretherefore perhaps not subject to wear incident to reciprocation of thecoupler bar, these centering devices may not be releasable. If thecentering device is not releasable, the coupler bar cannot be manuallyshifted or realigned and the usefulness of the apparatus is diminishedby the countervailing disadvantage that a car employing such a centeringdevice cannot be coupled on a curved length of track.

Many centering devices of the prior art employ heavy duty springs tobias the coupler bar to a centered position. Springs of this type are ofcourse subject to fatigue and may thus fail and injure nearby workmen.Furthermore failure of these springs may cause a part of the device tolodge within an associated housing and prevent movement of the couplerbar. Finally, springs of this type are expensive, heavy, and difficultto handle during assembly.

Many releasable centering devices of the prior art are rather large andoccupy considerable amounts of space. They entail considerable hardwarewhich may protrude laterally from the area of the coupler bar. If thehardware extends downwardly from the coupler bar, it could be easilydamaged by deep snow or objects which might have fallen or been placedbetween the tracks.

The problems suggested in the preceding are among many which may tend toreduce the effectiveness of centering devices of the prior art. Othernoteworthy problems may also exist, however, those presented in thediscussion above should be sufficient to demonstrate that centeringdevices appearing in the prior art have not been altogethersatisfactory. A centering device according to the present invention isintended to at least obviate or minimize problems of the type previouslynoted.

More specifically the subject invention is directed to an improvedmethod and apparatus for centering a railway car coupler bar andincludes a coupler fixedly connected to a coupler cushioning device suchas a draft gear, elastomeric, or hydraulic cushioning mechanism.

The centering device further includes a right hand centering armpivotally mounted carried and extending generally along one side of therailway car coupler shank, and a left hand mirror image centering armpivotally mounted upon the coupler carrier and extending generally alongthe other side of the railway car coupler shank. A bearing column orpost normally projects from each of the centering arms to operablyengage the coupler during swinging movement of the coupler bar.

An elastomeric member, such as for example a continuous loop or loops,is connected to each of the centering arms and serves to bias the armstoward each other.

An interfering member is pivotally supported by the coupler carrier andis operably interposed between the distal ends of said right and lefthand coupler centering arms. The interfering member functions tomaintain one of the arms in a stationary posture when the other arm isswung outwardly along with a swinging coupler bar assembly. Theinterfering member functions to maintain one of the arms in a stationaryposture when the other arm is swung outwardly along with a swingingcoupler bar assembly. The elastomeric member is thereby stretched andserves to return the coupler bar to a nominal center line posture.

In the event that manual swinging of the coupler bar is desired it manybe achieved by pivoting the interfer ing member out of interferingcontact with the distal ends of the centering arms. The coupler bar maythen be manually swung to one side without the creation of a restoringforce.

The interfering member is biased toward a nominal operative posture andthe centering arms may be automatically reengaged with the interferingmember upon return of the coupler bar to a nominal center line postureeither manually or by normal operating movements.

The method entails the steps of biasing the right and left handcentering arms together with an elastomeric member and inter-posing aninterfering member between the distal ends of the centering arms. Uponswinging movement of the couplar bar pivotal movement of one of the armsis blocked by the interfering member while the other arm is pivotedoutwardly along with the coupler shank. The elastomeric member thenfunctions to bias the couplar bar back to a nominal pos-.

ture in general axial alignment with the railway car center sillstructure.

In presenting the invention reference will now be made to a preferredembodiment. This preferred em bodiment is by way of illustration and notrestriction or limitation with respect to the present invention and themanner in which it may be practiced.

DRAWINGS A presently preferred embodiment of the invention isillustrated in the appended drawings in which:

FIG. 1 presents a partially sectioned plan view of an integral centeringdevice as mounted for translation within a railway car center sill alongwith a cushioning unit and pivotally connected coupler bar;

FIG. 2 is a side elevational view partially broken away and disclosesthe subject integral coupler centering device within the railway carunderframe sill wherein the hydraulic cushioning unit is compressed intoa full buff posture while the coupler centering device has maintained arelative constant posture with respect to the overlying coupler shank;

FIG. 3 discloses a detail expanded view of the individual componentscomprising the integral coupler centering device according to apreferred embodiment of the invention;

FIG. 4 discloses a detail side elevational view, in partialcross-section, disclosing the structural interrelationships ofcomponents comprising the subject invention;

FIG. 5 is a crosssectional view taken along section line 5-5 in FIG. 4,and particularly discloses a wear pad which serves to directly supportin swinging movement the shank of a coupler bar;

FIG. 6 is a cross-sectional view, taken along section line 6-6 in FIG.4, and particularly discloses right and left hand centering arms andnormally projecting right and left hand coupler engaging columnsrespectively;

FIG. 7 is a cross-sectional view, taken along line 7-7 in FIG. 4, andparticularly discloses integral support pads formed upon an underlyingsurface of the left and right hand centering arms;

FIG. 8 discloses a typical operational view in which a coupler shank haspivoted out of alignment with a longitudinal center line and has carrieda left hand centering arm while the right hand centering arm ismaintained in a stationary posture by an interfering member; and

FIGS. 9A-C disclose sequential views of acuation of a releasingmechanism operable to release the left and right hand centering arms forpermitting unrestricted wide swinging manual movement of the coupler barand automatic restoration to an operative mode of the centering deviceupon longitudinal realignment of the coupler bar.

DETAILED DESCRIPTION Context of the Invention With reference now to thedrawings, and particularly to FIGS. 1 and 2 thereof, there will be seena typical railway car coupler and cushioning assembly wherein thesubject invention finds particular utility.

More specifically a railway car underframe structure (not shown) isconventionally provided with a longitudinally extending sill includingfirst and second downwardly projecting side walls 22 and 24. The sillside walls 22 and 24 flare at the free ends thereof into outwardlysloping walls 26 and 28 respectively and ter minate with a striker bar30.

A coupler bar and a cushioning unit assembly 32 is mounted within thesill structure and serves to transmit loads from an adjacent car intothe car underframe structure. a

The coupler bar and cushioning unit assembly 32 is comprised of acoupler bar 34 having a conventional coupling head 36 at a distal endthereof and a butt end operably projecting into the sill 20 for pivotalconnec' tion through a pivot pin 38 to a yoke 40 ofa cushioning unit 42.The cushioning unit 42 in turn is fixedly mounted within a backstop 44having laterally projecting locking cars 46 and 48 for engagement withcompatibly dimensioned recesses fashioned within the sill side walls 22and 24 respectively.

The coupler bar 34 as previously noted is pivotally connected to theyoke 40 by a generally cylindrical pin 38 and is operable to undergolateral swinging movement between the flared side walls 26 and 28 of thesill assembly. This type of coupler connection is typically referred toas an F type coupler shank mounting arrangement.

The cushioning unit 42 may be comprised of any one ofa plurality ofcommerical designs which include elastomeric units, friction gears, etc.A particularly advantageous cushioning assembly which has foundsignificant utility in the railway industry is a hydraulic cushioningunit such as disclosed for example in United States Seay et al. US. Pat.No. 3,589,527 patented June 29, 1971 and assigned to the assignee of thesubject application. For a detailed disclosure of the cushioning unit 42reference may be had to the above noted Seay et al. patent. Briefly,however, the cushioning unit 42 includes a dual cylinder hydraulicassembly 50 which serves to enhouse a piston body (not shown) which isfixedly connected to a telescoping piston rod 52. The piston rod 52 ispreferably surrounded by a dust cover 54 and terminates within auniversal locking cavity 56 fashioned within the backstop 44.

The coupler end cushioning assembly 32 as depicted in FIG. 1 ispositioned in a full draft posture wherein the hydraulic cushioninghousing 50 abuts against stop lugs 58 and 60.

With reference now to FIG. 2 there will be seen a side elevational view,partially broken away, of the coupling bar and hydraulic cushioningassembly depicted in FIG. 1 transalted from right to left within thecenter sill structure to a full buff posture such as might occur duringimpact coupling of adjacent cars.

In order to return or restore the cushioning unit to a draft end of thesill structure, a spring type restoring mechanism 62 is mounted betweenthe hydraulic cushioning unit yoke 40 and a retaining plate 65 connectedto the sill side walls 22 and 24. For a more detailed description of aconventional restoring mechanism reference may be had to United StatesAbbott et al. US. Pat. No. 3,233,747 patented Feb. 8, 1966 and assignedto the assignee of the subject invention.

Coupler Bar Centering Structure Underlying at least a portion of thecoupler bar shank 64 and forming the subject matter of the instantinvention is an integral coupler centering device 66 which is operablyunited with the lower portion of the hydraulic cushioning unit yoke 40as at 68.

The centering device 66 functionally serves to maintain the coupler bar34 in general longitudinal alignment with the sill structure 20 and thusthe railway car so as to minimize bypassing of couplers during acoupling operation. I

It will be appreciated by reference to FIGS. 1 and 2 which disclose theunit in full draft and full buff positions respectively that theintegral connection of the centering device 66 with the cushioning unit42 eliminates relative translational movements of the coupler bar shank64 with respect to the centering device 66. Elimination of relativemovement between the centering device and the coupler shank in acushioned coupling assembly is a highly significant aspect of thesubject invention.

With reference now particularly to FIGS. 3-7 there is disclosed anexpanded and various cross-sectional detailed view of an integralcoupling centering unit 66 according to a preferred embodiment of theinvention.

Referring particularly to FIG. 3 the yoke 40 of the hydraulic cushioningunit is fitted with an extension or coupler carrying plate 70 which isfixedly attached to the yoke by welding or the like as at junctionlocation 68. A generally solid wear plate 72 is mounted at the distalend 74 of the carrier plate 70 through the provision of conventionalfasteners extending through apertures in the wear plate and a pair ofmetallic backup members 76 and 78 and into retaining apertures 80 and 82fashioned through the carrier plate 70.

With particular reference to FIGS. 4 and 5 it will be seen that the wearplate 72 directly underlies and serves to support the coupler shank 64for lateral pivotal movement about the coupler pin 38. In order tofacilitate lateral swinging movement of the coupler shank the wear plate72 is preferably fabricated from a low friction, high tensile strengthand fatigue resistant material which is corrosion resistant. Such amaterial may be comprised of a nylon polymer with finely dividedparticles of molybdenum disulphide solid lubricant uniformly dispersedthroughout the polymer.

As previously noted and as specifically illustrated in FIG. 5 the wearplate 72 is releasably connected to the distal end of the carrier plate70 through the provision of conventional fastener assemblies 84 and 86.

The coupler centering structure further includes a left hand centeringarm 90 and a mirror image right hand centering arm 92 both of which arepivotally mounted upon the carrier plate 70 adjacent the hydrauliccushioning yoke through the provision of normally extending pins 94 and96 respectively.

The left and right hand centering arms 90 and 92 are fashioned fromgenerally planar stock with sculpture edge structure at the distal endsof the arms including mutually inwardly projecting lands 98 and 100 uponthe left and right hand arms 90 and 92 respectively. The purpose ofthese lands is to maintain an appropriate spacing of the centering armsduring releasing of the centering device in a manner which will bediscussed more fully hereinafter.

Each of the centering arms is also fitted at the distal end withnormally projecting upwardly extending abutment columns 102 and 104 eachof which carry a wear pad 106 and are operable to selectively engageopposing lateral surfaces of the coupler bar shank 64.

The distal ends of the left and right hand centering arms are stillfurther sculptured with planar retainer surfaces 108 and 110.

In order to maintain the left and right hand centering arms 90 and 92respectively in a generally parallel posture with respect to theoverlying coupler shank 64 and the underlying coupler carrier plate 70,donwardly projecting wear or abutment surfaces 112 and 114 are integralwith the left and right hand centering arms respectively.

The free ends of the left and rigth hand centering arms 90 and 92 aremutally biased together with an elastomeric continous collar 116. Collar116 is positioned about downwardly projecting mounting columns 118 and120 inserted through the left and right hand centering arms 90 and 92respectively. The elastomeric collar 116 serves to bias the free ends ofthe centering arms together.

The coupler centering unit is further fashioned with an interferencemember 112 which may for example, be arcuate, as illustrated.Interference member 122 is mounted upon a release or disconnect handle124 which in turn may be pivotally mounted upon the carrier plate 70through the provision of an upwardly extending column 126.

The interfering member 122 includes first 128 and second 130 planar endwalls which are compatibly fashioned with respect to planar abutmentsurfaces 108 and 110 of the left and right hand centering arms 90 and92, respectively.

In order to maintain the interference member and release or disconnecthandle 122 in a generally normal posture with respect to right and leftcentering arms and 92, respectively the wear pad 72, a resilient backingmember 132 is mounted to bear upon the wear pad or a suitable fixed stopand includes a first 134 and second 136 solid elastomeric end portionhaving arcuate surfaces 138 and 140 for intimate engagement with theouter wall of the interference member 122. The solid end portions 134and 136 are interconnected by a bridging member 142 which preferably isfashioned with a void to accommodate compression of the solid springpads 134 and 136.

Typical Mode of Operation Referring now particularly to FIG. 8 therewill be seen a conventional misalignment and restoring capabilityaccording to a preferred embodiment of the invention.

More particularly the coupler shank 64 may be pivoted about pin 38 outof longitudinal alignment by a lateral force such as represented byarrow 140. Such pivotal motion serves to engage a lateral surface of thecoupler shank 64 with the wear pad 106 of abutment column 102. Suchabutment and continued counter clockwise motion serves to displace thedistal end of the left hand centering arm 90 and pivot the arm aboutpivotal connection 94 as generally indicated by arrow 142.

The interfering member 122 is maintained during pivotal motion of thecoupler shank 64 in a generally stationary posture with respect to thewear pad 72 by the provision of the elastomeric pads 134 and 136.Accordingly the planar surface 130 of the interfering member intimatelyabuts against surface of the right hand centering arm 92.

Integrity of the abuttment between surfaces and 110 is maintained withminimal biasing force applied by the pads 134 and 136 since a line drawnperpendicular to the abutting surfaces 110 and 130 intersects the centerof pivot pin 126. Thus no turning coupled is created about the pivot pinand the interfering member may be readily maintained in its normaldepected posture.

Since the right hand centering arm 92 is maintained in a fixed postureby the interfering member 122, the pin 120 must also necessarily remainstationary. As previously noted however, the left hand centering arm isswung with the coupler shank, thus, pin 118 is pivtoed away from pin120. As a necessary consequence, the elastomeric member 116 wrappedaround pins 118 and 120 will be placed under increasing tension.Accordingly once the lateral force tending to misalign the coupler shank64 is released, the elastomeric member will pivot the coupler shankabout pin 38 in a clockwise direction back into a posture of generalalignment with the longitudinal axis of the center sill and the railwaycar.

In some instances such as coupling cars on curves, etc. it may bedesirable to permit manual swinging movements of the coupler bar to adesired angular position with respect to the longitudinal axis of thecenter sill. In order to accommodate this function the subject centeringinvention is provided with a release or disconnect assembly which aspreviously noted includes a release or disconnect handle 124.

More particularly in the event it is desired to manually swing thecoupler shank 64 in a counterclockwise direction a force is imparted tothe release handle 124 as indicated generally by arrow 144. Since therelease arm 124 is pivoted at 126 the interfering member 122 is readilykicked out of engagement with the left and right hand centering arms 90and 92. As previously mentioned the elastomeric member 116 iscontinuously under tension and thus serves to bias the centering armstogether.

While the interfering member 122 normally maintains a gap 150 betweenlands 98 and 100, note FIG. 1, once the interfering member is kicked outof engagement with the distal ends of the centering arms, theelastomeric member 116 will rapidly snap the arms together until thelands 98 and 100 abutt. During abutting relationship of lands 98 and 100it is impossible for the elastomeric member 136 to counter-rotate theinterference member 122 back into engagement with the planar surfaces110 and 108. Accordingly a workman after intially moving the release arm124 into a canted posture may relases the arm without fear of itbecoming reengaged with the centering arms.

With the release arm canted in the above noted pos ture, a workman mayleisurely apply force to the coupler shank 64 as indicated by arrow 152in order to set the angle of misalignment with respect to thelongitudinal axis of the car. This pivotal movement about the couplerpin 38 is facilitated by the lubricity of the molybdenum disulphideimpregnated nylon wear plate 72.

The extreme distal ends of the left and right hand centering arms 90 and92 are arcuately sculptured as at 154 and 156 to cooperate with arcuateinterior surface 156 of the interfering member 122 such that the arms 90and 92 are free to pass through a central longitudinal dividing line ofthe centering device to accommodate wide angle swinging movement of thecoupler shank 64.

Once the desired misalignment is utilized and restoration of thecentering system is desired, such restora tion is automatically achievedaccording to the subject invention as illustrated in FIG. 9C. Moreparticularly the coupler shank 64 will automatically becomelongitudinally aligned during standard draft service.

More specifically, clockwise movement as indicated generally by arrow158 serves to engage right hand bearing column 104 and to swing theright hand centering arm 92 back through the longitudinal center line.Such swinging movement as previously noted is accommodated by thecompatible arcuate surfaces 154 and 157 ofthe centering arms with theinterarcuate surface 156 of the interference member 122.

Once the outer tip of planar surface 110 passes the inner tip of planarsurface 130, the elastomeric pad 136 will serve to snap the releasemechanism about pivot point 126 in a clockwise direction as generallyindicated by arrow 160. the planar interference surfaces 110 and 108 arethen once again mutally engaged with 130 and 128 respectively. Thecentering device will then become normalized in a posture as depicted inFIG. 1 wherein lateral swinging movements of the coupler bar 34 arecountered by the elastome ric spring 116 as previously discussed inconnection with FIG. 8.

SUMMARY OF MAJOR ADVANTAGES OF THE INVENTION In describing the railwaycoupling centering device, several advantages of the subject inventionhave been specifically and inherently disclosed. In brief summary,however, a principal advantage of the invention resides in the provisionof a coupler bar centering device for a cushioned and thuslongitudinally traveling coupler bar which eliminates relative motionbetween the centering device and the coupler shank. The elimination ofthis relative motion minimizes wear of the system components andminimizes or eliminates disabling tendencies which were existent inprior centering device which permitted relative motion between thecoupler shank and the centering system.

Relative to previously known centering systems the subject inventionpossesses a further highly advantageous characteristic of simplicitywhich facilitates initial installation and subsequent maintenance.Moreover, the unit is extremely compact and thus is operable with widelyranging coupler designs.

Still further the elastomeric spring system which produces the bias orrestoring force upon the coupler shank is extremely inexpensive withrespect to the previously known coil spring arrangements.

The arcuate interferant member and planar abutment faces lying normal toa line directed through the pivot of the release mechanism insures astable and reliable centering over a great many cycles due to theelimination of pivoting moments imparted to the interferant member.

Yet further, the arcuate inner surface of the interference member incombination with the sculptured distal ends of the left and right handcentering arms permits the arms to pass through the longitudinal centerline of the centering device and facilitate wide, swinging, angularityof the coupler shank to accommodate acute coupling angles.

Another significant advantage is the snap action release assemblywherein an intial lateral force imparted to the release handle serves todisengage the interferent member from the right and left hand arms suchthat the elastomeric member immediately snaps the arms to gether whereininwardly projecting lands abut. Release of the disconnect handle is thuspermitted without danger of the unit becoming reengaged prior toswinging movement of the coupler shank 64. Still further once it isdesired to reinstate the integrity of the centering device, normalexternal forces occasioned in train operation will automaticallyreposition the centering device.

While the invention has been described with reference to a preferredembodiment it will be appreciated by those skilled in the art thatadditions, deletions, modifications and substitutions or other changesnot specifically described may be made which will fall within theperview of the appended claims.

What is claimed is:

1. An apparatus for centering a railway car coupler bar with respect toa longitudinal center line of the railway car, said coupler barextending into a car underframe center sill and being pivotallyconnected to a cushioning mechanism mounted within said center sill fortranslation and dissipation of at least impact forces imparted to saidcoupler bar, said apparatus comprising coupler carrier means connectedat one end to said cushioning mechanism and longitudinally extendingalong and generally underlying a shank portion of said coupler bar, saidcoupler carrier terminating at a distal end thereof in operative contactwith said shank for supporting said shank in swinging movement with saidcenter sill;

right hand arm means pivotally connected at one end thereof to saidcoupler carrier, and including means connected to the other end of saidright hand arm means for operably engaging a first lateral surface ofsaid coupler shank; left hand arm means pivotally connected at one endthereof to said coupler carrier, and including means connected to theother end of said left hand arm means for operably engaging a secondlateral surface of said coupler shank; means connected to said right andleft hand arm means for biasing said arm means to mutually pivottogether at said other ends thereof; and means interposed between saidother ends of said right and left hand arm means for interfering withfree pivotal movement of said right and left hand arm means wherein saidmeans for interfering operably maintains one of said right and left handarm means stationary when said coupler shank swings in one direction andpivots the other of said arm means away from said one arm means in thedirection of coupler swing wherein said means for biasing will exert arestoring force upon said coupler shank through said other of said armmeans tending to return said coupler bar to longitudinal alignment withsaid center sill structure, and further operably maintains the other ofsaid right and left hand arm means stationary when said coupler shankswings in the other direction and pivots said one of said arm means awayfrom said other means in the direction of coupler swing wherein saidmeans for biasing will exert a restoring force upon said coupler shankthrough said one of said arm means tending to return said coupler baragain to longitudinal alignment with said center sill structure. 2. Anapparatus for centering a railway car coupler bar as defined in claim 1wherein said means for biasing comprises:

first retaining means connected to said right hand arm means generallyat said other end thereof; second retaining means connected to said lefthand arm means generally at said other end thereof; and an elastomericmember connected between said first and second retaining means forcontinuously biasing said right and left hand arm means together. 3. Anapparatus for centering a railway car coupler bar as defined in claim 1wherein said elastomeric member comprises:

at least one continuous elastomeric loop. 4. An apparatus for centeringa railway car coupler bar as defined in claim 2 wherein:

said right hand arm means is fashioned with a first land generally atsaid other end thereof and projecting toward said left hand arm means;and said left hand arm means is fashioned with a second land generallyat said other end thereof and projecting toward said right hand armsmeans, said first and second lands being dimensioned to project to anadjacent but mutually spaced posture when said means for interfering isin interposed engagement with said other ends of said right and lefthand arm means and being further dimensioned to be snapped into abuttingengagement by said elastomeric member when said means for interfering isremoved from engagement with said other ends of said right and left handarm means thus preventing self reengagement of said means forinterfering with said other ends of said right and left hand arm means.

5. An apparatus for centering a railway car coupler bar as defined inclaim 4 wherein said means connected to the other end of said right andleft hand arm means for engaging said coupler shank each comprise:

abutment columns projecting normally upwardly from said arm means andcarrying means for engagement with an adjacent lateral surface of saidcoupler bar shank for minimizng wear between said coupler bar shand andsaid abutment columns.

6. An apparatus for centering a railway car coupler bar as defined inclaim 1 wherein said means for interfering comprises:

bar mounted for pivotal movement generally at the distal end of saidcoupler carrier means and having generally planar end surfaces operablefor intimate abutting engagement with compatible planar surfacesfashioned upon the distal ends of said right and left hand arm means.

7. An apparatus for centering a railway car coupler bar as defined inclaim 6 wherein:

said bar is mounted for pivotal movement upon a base member disposedwithin a recess fashioned generally within the distal end of saidcoupler carrier means.

8. An apparatus for centering a railway car coupler bar as defined inclaim 6 wherein:

said interfering bar is generally acruate and is mounted for pivotalmovement upon a pivot pin fixedly connected generally at the distal endof said coupler carrier means.

9. An apparatus for centering a railway car coupler bar as defined inclaim 8 wherein:

said planar end surfaces of said arcuate bar lie perpendicular toimaginary lines extending through the centers of said planar endsurfaces and intersecting said pivot pin wherein forces imparted to saidarcuate bar through the end surfaces thereof will be transmitted intosaid pivot pin without producing a couple about said pivot pin.

10. An apparatus for centering a railway car coupler bar as defined inclaim 6 and further comprising:

release handle means connected to said interfering bar and generallyorthogonally projecting with repsect thereto said handle means beinglongitudinally dimensioned for extension outward with respect to thedistal end of said coupler carrier means.

11. An apparatus for centering a' railway car coupler bar as defined inclaim 6 and further comprising:

an elastomeric means operably connected generally at the distal end ofsaid coupler carrier means and abutting said interfering bar for biasingsaid bar into a posture wherein said end surfaces of said bar engagesaid planar surfaces fashioned upon the distal ends of said right andleft hand arm means.

12. An apparatus for centering a railway car coupler bar as defined inclaim 6 and further comprising:

a low friction wear pad mounted across the distal end of said couplercarrier and being operable for direct supporting contact with the shankof said coupler bar; and

said elastomeric means includes a pair of substantially solidelastomeric members, one being mounted between said wear pad and each ofthe ends of said interfering bar for providing compressive cushioningand restoration of said bar against pivotal movement out of contact withthe planar surfaces of right and left hand arm means.

13. An apparatus for centering a railway car coupler bar with respect toa longitudinal center line of the railway car, said coupler barextending into a car underframe center sill and being pivotallyconnected to a cushioning mechanism mounted within said center sill fortanslation and dissipation of at least impact forces imparted to saidcoupler bar, said apparatus comprising:

coupler carrier means connected at one end to said cushioning mechanismand longitudinally extending along and generally underlying a shankportion of said coupler bar, said coupler carrier terminating at adistal end thereof in operative contact with said shank for supportingsaid shank in swinging movement within said center sill;

right hand arm means pivotally connected at one end thereof to saidcoupler carrier, and including means connected to the other end of saidright hand arm means for operably engaging a first lateral surface ofsaid coupler shank;

left hand arm means pivotally connected at one end thereof to saidcoupler carrier, and including means connected to the other end of saidleft hand arm means for operably engaing a second lateral surface ofsaid coupler shank;

means connected to said right and left hand arm means for biasing saidarm means to mutually pivot together at said other ends thereof,including first retaining means connected to said right hand arm meansgenerally at said other end thereof,

second retaining means connected to said left hand arm means generallyat said other end thereof, and

an elastomeric member connected between said first and second retainingmeans for continuously biasing said right and left hand arm means together; and

means interposed beween said other ends of said right and left hand armmeans for interfering with free pivotal movement of said right and lefthand arm means, including a bar mounted for pivotal movement generallyat the distal end of said coupler carrier means and having generallyplanar end surfaces operable for intmate abutting engagement withcompatible planar surfaces fashioned upon the distal end of said rightand left hand arm means; and

release handle means connected to said bar and generally orthogonallyprojecting with respect thereto said handle means being longitudinallydimensioned for extension outwardly with respect to the distal end ofsaid coupler carrier means; wherein said means for interfering operablymaintains one of said right and left hand arm means stationary when saidcoupler shank swings in one direction and pivots the other of said armmeans away from said one arm means in the direction of coupler swingwherein said means for biasing will exert a restoring force upon saidcoupler shank through said othere of said arm means tending to returnsaid coupler bar to longitudinal alignment with said center sillstructure, and further operably maintains the other of said right andleft hand arm means stationary when said coupler shank swings in theother direction and pivots said one of said arm means away from saidother mean in the direction of coupler swing wherein said means forbiasing will exert a restoring force upon said coupler shank throughsaid one of said arm means tending to return said couplar bar again tolongitudinal alignment with said center sill structure.

14. An apparatus for centering a railway car coupler bar as defined inclaim 13 wherein:

said interfering bar is generally arcuate and is mounted for pivotalmovement upon a pivot pin fixedly connected generally at the distal endof said coupler carrier means; and

said planar end surfaces of said arcuate bar lie perpendicular toimaginary lines extending through the centers of said planar endsurfaces and intersecting said pivot pin wherein forces imparted to saidarcuate bar through the end surfaces thereof will be transmitted intosaid pivot pin without pro ducing a couple about said pivot pin.

15. An apparatus for centering a railway car coupler bar as defined inclaim 14 and further comprising:

an elastomeric means operably connected generally at the distal end ofsaid coupler carrier means and abutting a convex surface of said arcuatebar for biasing said arcuate bar into a posture wherein said endsurfaces of said arcuate bar engage said planar surfaces.

16. An apparatus for centering a railway car coupler bar as defined inclaim 14 and further comprising a low friction wear pad transverselymounted across the distal end of said coupler carrier and being operablefor direct supporting contact with the shank of said coupler bar; and

said elastomeric means includes a pair of subsantially solid elastomericmembers, one being mounted between said wear pad and each of the ends ofsaid arcuate bar providing compressive cushioning and restoration ofsaid arcuate bar against pivotal movement out of contact with the planarsurfaces of right and left hand arm means.

17. A method for centering a railway car coupler bar with respect toalongitudinal center line of the car with apparatus including;

a coupler carrier member, and

right and left hand centering arms pivotally mounted at one of the endsthereof upon the coupler carrier member, the steps of method comprising:

biasing the right and left hand entering arms together with anelastomeric member connected between said centering arms; interposingmember piovtally carried at a distal end of the coupler carrier betweenmirror surfaces upon the distal ends of said right and left handcentering arms;

upon swinging movement of said coupler bar,

blocking pivotal movement of the one centering arm position away fromthe direction of coupler bar swing with said interposed member,

pivoting the other centering arm away from said one centering arm byengagement with a lateral surface of said coupler bar in the directionof swing of said coupler bar, and thereby tensioning the elastomericmember connected between the engaged posture of said interposed memberwith respect to said centering arms;

swinging the coupler bar and carrying both of said centering arms in thedirection of swing; and

automatically reengaging said interposed member with the mirror imagesurfaces upon the distal ends of the right and left hand centering armupon application of longitudinally aligning and external forces imposedupon the car coupler bar.

1. An apparatus for centering a railway car coupler bar with respect toa longitudinal center line of the railway car, said coupler barextending into a car underframe center sill and being pivotallyconnected to a cushioning mechanism mounted within said center sill fortranslation and dissipation of at least impact forces imparted to saidcoupler bar, said apparatus comprising coupler carrier means connectedat one end to said cushioning mechanism and longitudinally extendingalong and generally underlying a shank portion of said coupler bar, saidcoupler carrier terminating at a distal end thereof in operative contactwith said shank for supporting said shank in swinging movement with saidcenter sill; right hand arm means pivotally connected at one end thereofto said coupler carrier, and including means connected to the other endof said right hand arm means for operably engaging a first lateralsurface of said coupler shank; left hand arm means pivotally connectedat one end thereof to said coupler carrier, and including meansconnected to the other end of said left hand arm means for operablyengaging a second lateral surface of said coupler shank; means connectedto said right and left hand arm means for biasing said arm means tomutually pivot together at said other ends thereof; and means interposedbetween said other ends of said right and left hand arm means forinterfering with free pivotal movement of said right and left hand armmeans wherein said means for interfering operably maintains one of saidright and left hand arm means stationary when said coupler shank swingsin one direction and pivots the other of said arm means away from saiDone arm means in the direction of coupler swing wherein said means forbiasing will exert a restoring force upon said coupler shank throughsaid other of said arm means tending to return said coupler bar tolongitudinal alignment with said center sill structure, and furtheroperably maintains the other of said right and left hand arm meansstationary when said coupler shank swings in the other direction andpivots said one of said arm means away from said other means in thedirection of coupler swing wherein said means for biasing will exert arestoring force upon said coupler shank through said one of said armmeans tending to return said coupler bar again to longitudinal alignmentwith said center sill structure.
 2. An apparatus for centering a railwaycar coupler bar as defined in claim 1 wherein said means for biasingcomprises: first retaining means connected to said right hand arm meansgenerally at said other end thereof; second retaining means connected tosaid left hand arm means generally at said other end thereof; and anelastomeric member connected between said first and second retainingmeans for continuously biasing said right and left hand arm meanstogether.
 3. An apparatus for centering a railway car coupler bar asdefined in claim 1 wherein said elastomeric member comprises: at leastone continuous elastomeric loop.
 4. An apparatus for centering a railwaycar coupler bar as defined in claim 2 wherein: said right hand arm meansis fashioned with a first land generally at said other end thereof andprojecting toward said left hand arm means; and said left hand arm meansis fashioned with a second land generally at said other end thereof andprojecting toward said right hand arms means, said first and secondlands being dimensioned to project to an adjacent but mutually spacedposture when said means for interfering is in interposed engagement withsaid other ends of said right and left hand arm means and being furtherdimensioned to be snapped into abutting engagement by said elastomericmember when said means for interfering is removed from engagement withsaid other ends of said right and left hand arm means thus preventingself reengagement of said means for interfering with said other ends ofsaid right and left hand arm means.
 5. An apparatus for centering arailway car coupler bar as defined in claim 4 wherein said meansconnected to the other end of said right and left hand arm means forengaging said coupler shank each comprise: abutment columns projectingnormally upwardly from said arm means and carrying means for engagementwith an adjacent lateral surface of said coupler bar shank for minimizngwear between said coupler bar shand and said abutment columns.
 6. Anapparatus for centering a railway car coupler bar as defined in claim 1wherein said means for interfering comprises: bar mounted for pivotalmovement generally at the distal end of said coupler carrier means andhaving generally planar end surfaces operable for intimate abuttingengagement with compatible planar surfaces fashioned upon the distalends of said right and left hand arm means.
 7. An apparatus forcentering a railway car coupler bar as defined in claim 6 wherein: saidbar is mounted for pivotal movement upon a base member disposed within arecess fashioned generally within the distal end of said coupler carriermeans.
 8. An apparatus for centering a railway car coupler bar asdefined in claim 6 wherein: said interfering bar is generally acruateand is mounted for pivotal movement upon a pivot pin fixedly connectedgenerally at the distal end of said coupler carrier means.
 9. Anapparatus for centering a railway car coupler bar as defined in claim 8wherein: said planar end surfaces of said arcuate bar lie perpendicularto imaginary lines extending through the centers of said planar endsurfaces and intersecting said pivot pin wherein forces imparted to saidarcuate bar through the end surfaceS thereof will be transmitted intosaid pivot pin without producing a couple about said pivot pin.
 10. Anapparatus for centering a railway car coupler bar as defined in claim 6and further comprising: release handle means connected to saidinterfering bar and generally orthogonally projecting with repsectthereto said handle means being longitudinally dimensioned for extensionoutward with respect to the distal end of said coupler carrier means.11. An apparatus for centering a railway car coupler bar as defined inclaim 6 and further comprising: an elastomeric means operably connectedgenerally at the distal end of said coupler carrier means and abuttingsaid interfering bar for biasing said bar into a posture wherein saidend surfaces of said bar engage said planar surfaces fashioned upon thedistal ends of said right and left hand arm means.
 12. An apparatus forcentering a railway car coupler bar as defined in claim 6 and furthercomprising: a low friction wear pad mounted across the distal end ofsaid coupler carrier and being operable for direct supporting contactwith the shank of said coupler bar; and said elastomeric means includesa pair of substantially solid elastomeric members, one being mountedbetween said wear pad and each of the ends of said interfering bar forproviding compressive cushioning and restoration of said bar againstpivotal movement out of contact with the planar surfaces of right andleft hand arm means.
 13. An apparatus for centering a railway carcoupler bar with respect to a longitudinal center line of the railwaycar, said coupler bar extending into a car underframe center sill andbeing pivotally connected to a cushioning mechanism mounted within saidcenter sill for tanslation and dissipation of at least impact forcesimparted to said coupler bar, said apparatus comprising: coupler carriermeans connected at one end to said cushioning mechanism andlongitudinally extending along and generally underlying a shank portionof said coupler bar, said coupler carrier terminating at a distal endthereof in operative contact with said shank for supporting said shankin swinging movement within said center sill; right hand arm meanspivotally connected at one end thereof to said coupler carrier, andincluding means connected to the other end of said right hand arm meansfor operably engaging a first lateral surface of said coupler shank;left hand arm means pivotally connected at one end thereof to saidcoupler carrier, and including means connected to the other end of saidleft hand arm means for operably engaing a second lateral surface ofsaid coupler shank; means connected to said right and left hand armmeans for biasing said arm means to mutually pivot together at saidother ends thereof, including first retaining means connected to saidright hand arm means generally at said other end thereof, secondretaining means connected to said left hand arm means generally at saidother end thereof, and an elastomeric member connected between saidfirst and second retaining means for continuously biasing said right andleft hand arm means together; and means interposed beween said otherends of said right and left hand arm means for interfering with freepivotal movement of said right and left hand arm means, including a barmounted for pivotal movement generally at the distal end of said couplercarrier means and having generally planar end surfaces operable forintmate abutting engagement with compatible planar surfaces fashionedupon the distal end of said right and left hand arm means; and releasehandle means connected to said bar and generally orthogonally projectingwith respect thereto said handle means being longitudinally dimensionedfor extension outwardly with respect to the distal end of said couplercarrier means; wherein said means for interfering operably maintains oneof said right and left hand arm means stationary when said couplEr shankswings in one direction and pivots the other of said arm means away fromsaid one arm means in the direction of coupler swing wherein said meansfor biasing will exert a restoring force upon said coupler shank throughsaid othere of said arm means tending to return said coupler bar tolongitudinal alignment with said center sill structure, and furtheroperably maintains the other of said right and left hand arm meansstationary when said coupler shank swings in the other direction andpivots said one of said arm means away from said other mean in thedirection of coupler swing wherein said means for biasing will exert arestoring force upon said coupler shank through said one of said armmeans tending to return said couplar bar again to longitudinal alignmentwith said center sill structure.
 14. An apparatus for centering arailway car coupler bar as defined in claim 13 wherein: said interferingbar is generally arcuate and is mounted for pivotal movement upon apivot pin fixedly connected generally at the distal end of said couplercarrier means; and said planar end surfaces of said arcuate bar lieperpendicular to imaginary lines extending through the centers of saidplanar end surfaces and intersecting said pivot pin wherein forcesimparted to said arcuate bar through the end surfaces thereof will betransmitted into said pivot pin without producing a couple about saidpivot pin.
 15. An apparatus for centering a railway car coupler bar asdefined in claim 14 and further comprising: an elastomeric meansoperably connected generally at the distal end of said coupler carriermeans and abutting a convex surface of said arcuate bar for biasing saidarcuate bar into a posture wherein said end surfaces of said arcuate barengage said planar surfaces.
 16. An apparatus for centering a railwaycar coupler bar as defined in claim 14 and further comprising a lowfriction wear pad transversely mounted across the distal end of saidcoupler carrier and being operable for direct supporting contact withthe shank of said coupler bar; and said elastomeric means includes apair of subsantially solid elastomeric members, one being mountedbetween said wear pad and each of the ends of said arcuate bar providingcompressive cushioning and restoration of said arcuate bar againstpivotal movement out of contact with the planar surfaces of right andleft hand arm means.
 17. A method for centering a railway car couplerbar with respect to a longitudinal center line of the car with apparatusincluding; a coupler carrier member, and right and left hand centeringarms pivotally mounted at one of the ends thereof upon the couplercarrier member, the steps of method comprising: biasing the right andleft hand entering arms together with an elastomeric member connectedbetween said centering arms; interposing member piovtally carried at adistal end of the coupler carrier between mirror surfaces upon thedistal ends of said right and left hand centering arms; upon swingingmovement of said coupler bar, blocking pivotal movement of the onecentering arm position away from the direction of coupler bar swing withsaid interposed member, pivoting the other centering arm away from saidone centering arm by engagement with a lateral surface of said couplerbar in the direction of swing of said coupler bar, and therebytensioning the elastomeric member connected between the centering armsto restore the coupler bar to a nominal position of general longitudinalalignment with respect to the longitudinal center line of the car.
 18. Amethod for centering a railway car coupler bar as defined in claim 17and further comprising the steps of: pivoting said arcuate member out ofengagement with the mirror image surfaces upon the distal ends of theright and left hand centering arms; biasing the centering arms togetherto maintain a disengaged posture of said interposed member with respectto said centering aRms; swinging the coupler bar and carrying both ofsaid centering arms in the direction of swing; and automaticallyreengaging said interposed member with the mirror image surfaces uponthe distal ends of the right and left hand centering arm uponapplication of longitudinally aligning and external forces imposed uponthe car coupler bar.